Vehicle

ABSTRACT

A utility vehicle with ergonomic, safety, and maintenance features is disclosed. A vehicle is also disclosed with improved cooling, suspension and drive systems. These features enhance the utility of the vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 16/528,051, filed Jul. 31, 2019, and now patented as U.S. Pat.No. 11,104,194 on Aug. 31, 2021, which is a continuation of U.S. patentapplication Ser. No. 15/864,209, filed Jan. 8, 2018, now U.S. Pat. No.10,399,401, which is a divisional of U.S. patent application Ser. No.15/235,644, filed Aug. 12, 2016, now U.S. Pat. No. 9,895,946, which is adivisional of U.S. patent application Ser. No. 14/031,950, filed Sep.19, 2013, now U.S. Pat. No. 9,440,671, which claims priority to U.S.Provisional Patent Application Ser. No. 61/703,383, filed Sep. 20, 2012,entitled “VEHICLE,” the complete disclosures of which are expresslyincorporated by reference herein.

FIELD OF THE INVENTION

The present invention relates generally to a vehicle and in particularto a vehicle with ergonomic, safety, maintenance, and other features.

BACKGROUND AND SUMMARY OF THE INVENTION

Vehicles including utility vehicles, all-terrain vehicles, tractors, andothers are known. It is known to provide vehicles with forward and rearcovered storage compartments such as trunks. It is also known to providevehicles with rear platforms covered by roofs and with exposed rearcargo beds. It is also known to attach sub-assemblies having axles, suchas trailers, to vehicle hitches in a pivotal manner.

Utility vehicles are also available which comprise a plurality of groundengagement members, a main frame supported by a first portion of theplurality of ground engagement members, an engine supported by the mainframe and configured to provide power to at least one of the pluralityof ground engaging members, an operator area supported by the mainframe, the operator area including seating for at least two occupants ina side-by-side arrangement, steering controls operatively coupled to atleast a portion of the plurality of ground engagement members, andengine controls operatively coupled to the engine.

For example, a utility vehicle of the type disclosed above is shown inour U.S. Pat. No. 6,923,507. It is desirable to provide a vehicle ofthis general type which might be used for military capable operations.It is also desirable to provide such a vehicle with a somewhat smalleroverall footprint, yet maintaining very mobile attributes, both in thesuspension and in an all wheel drive characteristic.

In one embodiment, a utility vehicle has a main frame; a plurality ofground engaging members adapted to support the main frame above theground. The ground engaging members comprise front and rear groundengaging members. A first seating area is supported by the main frame.An engine is supported by the main frame, forward of the first seatingarea. A front suspension is also provided. The front suspensioncomprises a lower control arm coupled to the frame at first and secondcoupling points; an upper control arm coupled to the frame at third andfourth coupling points; and a shock absorber coupled to the frame at anupper end thereof and to the lower control arm, the shock beingpositioned between the second and fourth coupling points.

In another embodiment, a utility vehicle has a main frame; a pluralityof ground engaging members adapted to support the main frame above theground. The ground engaging members comprise front and rear groundengaging members. A first seating area is supported by the main frame.An engine is supported by the main frame, forward of the first seatingarea. A rear suspension is also provided. The rear suspension comprisesrear trailing arms coupled to the frame at a front end thereof and tothe axle at a rear end thereof; rear alignment arms are coupled to theframe at a front end thereof and to the axle at a rear end thereof; anda shock absorber is coupled to the frame at an upper end thereof and tothe rear trailing arm at a lower end thereof.

Another embodiment includes a utility vehicle comprising a frame havinga front section, a midsection, and a rear section. The frame defines acab rearward of the front section. The utility vehicle further comprisesa plurality of ground engaging members operably coupled to the frame andconfigured for use on a ground surface; and a plurality of body panels.The body panels include a hood, a first side panel, and a second sidepanel coupled to the front section of the frame. The utility vehiclefurther comprises an engine supported by the frame and operably coupledto the ground engaging members; and a cooling assembly fluidly coupledto the engine and supported by the front section of the frame. Thecooling assembly is angled relative to the longitudinal direction and isspaced apart from a line of sight extending from the cab.

A further embodiment includes a utility vehicle comprising a frameextending along a centerline of the utility vehicle and having a frontsection, a midsection, and a rear section. The frame defines a cabrearward of the front section. The utility vehicle further comprises aplurality of ground engaging members operably coupled to the frame.Additionally, the utility vehicle comprises an engine supported by theframe along the centerline of the utility vehicle; a drive shaft spacedapart from the engine; a transfer case operably coupled to the driveshaft and supported by the front section of the frame; and a frontdifferential operably coupled to the transfer case and supported by theframe. The differential is positioned along the centerline of theutility vehicle.

Another embodiment includes a utility vehicle comprising a frameextending along a centerline of the utility vehicle; a plurality ofground engaging members operably coupled to the frame; and a drivetrainassembly supported by the frame. The drivetrain assembly includes anengine supported by the frame; and a drive shaft off-center from thecenterline of the utility vehicle. The drive shaft has an input endoperably coupled to the engine and an output end. The drivetrainassembly further includes a differential positioned along the centerlineof the utility vehicle. The differential has an input end operablycoupled to the drive shaft and an output end operably coupled to theground engaging members. Additionally, the drivetrain assembly includesa transfer case positioned intermediate the drive shaft and thedifferential. The transfer case is perpendicular to the output end ofthe drive shaft and is perpendicular to the input end of thedifferential.

A further embodiment includes a utility vehicle comprising a frameextending along a centerline of the utility vehicle; a plurality ofground engaging members operably coupled to the frame; a drivetrainassembly supported by the frame; and a suspension assembly operablycoupled to the ground engaging members. The suspension assembly includesupper control arms, lower control arms, and shock absorbers. The utilityvehicle further comprises a steering assembly configured to move theground engaging members. A portion of the steering assembly ispositioned between the upper control arms and is elevated relative tothe lower control arms.

BRIEF DESCRIPTION OF THE DRAWINGS

The above mentioned and other features of this invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings, where:

FIG. 1 is a front left perspective view of a vehicle according to thepresent disclosure;

FIG. 2 is a rear right perspective view of the vehicle of FIG. 1 ;

FIG. 3 is a left side view of the vehicle of FIG. 1 ;

FIG. 4 is a right side view of the vehicle of FIG. 1 ;

FIG. 5 is a top view of the vehicle of FIG. 1 ;

FIG. 6 is a bottom view of the vehicle FIG. 1 ;

FIG. 7 is a front view of the vehicle of FIG. 1 ;

FIG. 8 is a rear view of the vehicle of FIG. 1 ;

FIG. 9 is a front left perspective view of the frame for the vehicle ofFIG. 1 ;

FIG. 10 is a front underside perspective view of the frame of FIG. 9 ;

FIG. 11 is a topside perspective view of the frame of FIG. 9 ;

FIG. 12 is a left side view of the frame of FIG. 9 ;

FIG. 13 is a top view of the frame of FIG. 9 ;

FIG. 14 is a bottom view of the frame of FIG. 9 ;

FIG. 15 is a front view of the frame of FIG. 9 ;

FIG. 16 is a rear view of the frame of FIG. 9 ;

FIG. 17 is an enlarged perspective view, partially broken away, of theframe shown in FIG. 9 ;

FIG. 18 is an underside perspective view, partially broken away, of theframe showing the front transfer case mount;

FIG. 19 is a perspective view, partially broken away, of the frameshowing the engine mount;

FIG. 20 is a front perspective view, partially broken away, of the frameshowing the steering rack and pinion mount;

FIG. 21 is an enlarged front perspective view, partially broken away, ofthe frame showing the seat mounts;

FIG. 22 shows an underside perspective view of the frame, and inparticular, the removable portion of the frame;

FIG. 23 shows a view similar to that of FIG. 22 with the removable frameexploded away from the remainder of the frame;

FIG. 24 shows an exploded view of the front suspension system;

FIG. 25 shows an exploded view of the suspension components of FIG. 24 ;

FIG. 26 shows a rear perspective view of the rear suspension;

FIG. 27 shows the rear suspension exploded away from the frame;

FIG. 28 shows an exploded view of the rear suspension components;

FIG. 28A is an exploded view of a first coupler of the rear suspensionof FIG. 26 ;

FIG. 28B is an exploded view of a second coupler of the rear suspensionof FIG. 26 ;

FIG. 29 is a side view of the frame, a drivetrain assembly, a coolingassembly, and a steering assembly of the vehicle of FIG. 1 ;

FIG. 30 is a front perspective view of the drivetrain assembly of FIG.29 ;

FIG. 31 is a side view of a front differential of the drivetrainassembly of FIG. 30 coupled to the frame;

FIG. 32 is a bottom elevational view of the front differential of thedrivetrain assembly coupled to the frame;

FIG. 33 is an exploded view of the frame and the front differential ofthe drivetrain assembly of FIG. 30 ;

FIG. 34 is an exploded view of the front portion of the frame and thecooling assembly of FIG. 29 ;

FIG. 35 is a front perspective view of a steering assembly of thevehicle;

FIG. 36 is a top view of the front end of the vehicle with a vehiclebody removed and showing a portion of the drivetrain assembly, thesteering assembly, and the front suspension;

FIG. 37 is a top elevational view of the front section of the frame andthe steering assembly of FIG. 36 ;

FIG. 38 is a rear perspective view of the steering assembly of FIG. 36coupled to the front section of the frame;

FIG. 39 is a rear perspective view of a brake assembly;

FIG. 40 is a front perspective view of the brake assembly of FIG. 39 ;and

FIG. 41 is a rear perspective view of the brake assembly of FIG. 39coupled to the front section of the frame.

Corresponding reference characters indicate corresponding partsthroughout the several views. Unless stated otherwise the drawings areproportional.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. While thepresent disclosure is primarily directed to a utility vehicle, it shouldbe understood that the features disclosed herein may have application toother types of vehicles such as all-terrain vehicles, motorcycles,snowmobiles, and golf carts.

Referring to FIG. 1 , an illustrative embodiment of a vehicle 2 isshown. Vehicle 2 as illustrated includes a plurality of ground engagingmembers 4, illustratively wheels. A first set of wheels 6, one on eachside of vehicle 2, generally correspond to a front axle 8 (FIG. 6 ). Asecond set of wheels 10, one on each side of vehicle 2, generallycorrespond to a rear axle 12 (FIG. 6 ). It should be understood that thevehicle described herein could include any of the components of previousmilitary vehicles as described and depicted in U.S. Pat. Nos. 7,795,602;8,029,021; 7,717,495; and 8,205,910; the subject matter of which isincorporated herein by reference.

In one embodiment, one or more of the wheels may be replaced withtracks, such as the Prospector II Tracks available from PolarisIndustries, Inc. located at 2100 Highway 55 in Medina, Minn. 55340. Asshown, wheels include pneumatic tires mounted on standard steel rims.Alternatively, tires could be non-pneumatic tires as shown in U.S. Pat.Nos. 8,176,957; 8,104,524 or in U.S. Patent application 61/611,300, thesubject matter of which is incorporated herein by reference.

Vehicle 2 further includes a frame 20 (FIG. 6 ) supported by theplurality of ground engaging members 4. Frame 20 supports a vehicle body22 and a rear cargo support area 24. Vehicle 2 defines an operator area30 which includes seating 32 for one or more passengers. Operator area30 further includes a plurality of operator controls 34 by which anoperator may provide input into the control of vehicle 2. Operator area30 and controls 34 may further include a portion of an HVAC system forthe comfort of the operator and the passengers.

Controls 34 include a steering wheel 36 which is rotated by the operatorto change the orientation of one or more of ground engaging members 6,to steer vehicle 2. Controls 34 also include a first foot pedal 38actuable by the operator to control the acceleration and speed ofvehicle 2 through the control of an engine described in more detailherein. Controls 34 also include a second foot pedal 40 to control thebraking and deceleration of vehicle 2.

As shown in FIG. 3 , operator area 30 further includes a front seatingarea 42 having front seats 44, with seat bottoms 44 a and seat backs 44b; and rear seating area 46 having seats 48, with seat bottoms 48 a andseat backs 48 b. While not shown operator area 30 could further includespassenger seat belts and harnesses for securing the passenger in theirrespective seats 44, 48, as more fully described in U.S. patentapplication Ser. No. 12/484,888, incorporated herein by reference.Furthermore, operator area could include side nets, again to add furthersecurity to the passengers, as more fully described in U.S. patentapplication Ser. No. 12/796,495 incorporated herein by reference.

Frame 20 includes a portion 50 extending above operator area 30. Portion50 is provided to protect the occupants of operator area 30 if vehicle 2tips or rolls over. In the illustrated embodiment, portion 50 is a rollcage. In one embodiment, portion 50 may be moveable from a firstposition protecting operator area 30 to a second position which providesvehicle 2 with a smaller envelope than when portion 50 is in the firstposition. Additional details about exemplary moveable portions areprovided in U.S. Pat. No. 7,871,106. In a second embodiment, portion 50may be collapsible from a first position to a second position as shownin U.S. Patent application Ser. No. 61/617,844, the subject matter ofwhich is incorporated herein by reference.

With reference now to FIGS. 9-18 , frame 20 will be described in greaterdetail. As shown best in FIG. 9 , frame 20 includes front section 52,midsection 54, and rear section 56. In addition to providing thestructural rigidity for the vehicle, each frame section providesmounting accessories for mounting various vehicle components. Frontsection 52 includes a front suspension mount 60, radiator mount 62,steering mount 64 (FIG. 11 ), engine mount 66 (FIG. 11 ), controls mount68 (FIG. 11 ), front differential mount 70 (FIG. 9 ), and front transfercase mount 72 (FIG. 18 ). As shown in FIG. 10 , frame 20 furtherincludes a removable section 80 providing lower access to the frame forthe addition and removal of a powertrain as described herein in greaterdetail.

Midsection 54 includes front seating supports 82 and rear seatingsupports 84. Finally, rear section 56 includes rear shock mounts 86(FIG. 11 ), and rear suspension mounts 88 (FIG. 10 ) and 89 (FIG. 22 ).With reference now to FIGS. 9-18 , the structural components of theframe will be described in greater detail.

As shown best in FIGS. 9 and 14 , frame 20 includes longitudinallyextending frame tubes 90, which include generally horizontally extendingportions 90 a (FIG. 10 ) and rearwardly and upwardly extending portions90 b. Meanwhile a vertically extending portion 90 c extends verticallyupwardly from the generally horizontally extending portions 90 a. Frametubes 92 extend generally parallel to frame tube 90 having generallyhorizontally extending sections 92 a, rearwardly and upwardly extendingsections 92 b and front and vertically extending sections 92 c. As shownin FIG. 10 , frame tubes 92 flank frame tubes 90 and sections 90 a, 92a; 90 b, 92 b; and 90 c and 92 c are generally parallel with each other.

As shown best in FIG. 14 , a U-shaped tube 94, couples frame tubes 90together from an inside position and frame tubes 96 couple togetherframe tubes 90 and 92. As shown in FIGS. 9 and 14 , frame tubes 98couple to frame tubes 92 at a portion 98 a, and couple to frame tubeportion 92 a at a portion 98 b. Tube portions 98 a extend in a generallylongitudinally extending direction and in a closely spaced apartposition as shown in FIG. 14 . As shown best FIG. 9 , cross tube 100extends across frame 20 and is coupled to top ends of frame tubes 90 cand 92 c. A second cross tube 102 extends in a somewhat C-shape and iscoupled at it ends to cross tube 100 and is further coupled by frametubes 104.

With reference now to FIG. 17 , upstanding frame tubes 110 extendbetween frame tubes 98 and cross tube 102, and frame tubes 112 extendforwardly from cross tube 102 and couple to cross tube 116. Front frametubes 118 extend downwardly from cross tube 116 and couple with frametubes 120, which in turn couple with frame tubes 98. As best shown inFIG. 14 , frame 20 further includes U-shaped frame tubes 120, whichextend between frame tubes 90 and 92, and couple with channels 122 towhich rear suspension mounts 88 are mounted, as described in greaterdetail herein. Frame 20 is further fortified by triangular truss plates128, 130.

With reference now to FIG. 10 , rear frame portion 56 will be described.Rear frame portion 56 includes rear cross tube 140 coupled to frametubes 142, which in turn couple to frame tubes 90 b. Rear frame portion56 further includes upstanding frame tubes 144, longitudinally extendingframe tubes 146, and connecting tubes 148, 150 and 152.

With reference now to FIGS. 9-13 , upper structure 50 will be describedin greater detail. As shown first in FIG. 10 , upper structure 50includes outer vertically extending members 160, 162, and 164. An outerand upper tube 170 is coupled to a top portion of each of the verticallyextending members 160, 162, 164 and includes a generally horizontalsection 170 a, a rearwardly and downwardly extending section 170 b, anda front and generally downwardly extending section 170 c. As shown,vertically extending members 162 and 164 are coupled to tube portion 170a, and vertically extending member 160 is coupled to front section 170c. Rearward portion 170 b extends between vertically extending member164 and frame tubes 146. As shown in FIG. 13 , each of the verticallyextending members 160, 162, and 164, include an outward most point 160a, 162 a, 164 a, respectively, which is wider than the frame in order toprotect the occupants of the vehicle in case of a rollover.

As shown best in FIG. 9 , three cross tubes 180, 182, and 184, togetherwith upper tubes 170 a forming a substantial part of the overheadcanopy. Cross tubes 180 are coupled to frame tubes 170 at end portions180 a and by two portions 186 forming a triangular connection point.Cross tube 180 is coupled to cross tube 100 by way of frame tubes 190,and cross tube 180 is coupled to cross tube 182 by way of frame tubes192. Rear cross tube 184 is coupled to frame tubes 170 by way ofsections 184 a and by way of coupling tubes 188 (FIG. 13 ). Cross tube182 is coupled to cross tube 184 by way of frame tubes 194.

With the structural frame as described above, the mounting sections willnow be described with reference to FIGS. 9-18 .

With reference now to FIGS. 17 and 18 , front suspension mount 60 willbe described in greater detail. With reference first to FIG. 18 , frontsuspension mount 60 includes first and second brackets 210, 212 whichare coupled between front frame tube portions 98 b. Each of the brackets210 and 212 include U-shaped cut-out portions 210 a, 212 a,respectively, to receive therein the tube portions 98B. Each of thebrackets further includes sidewalls 210 b and 212 b, respectively,having apertures 210 c and 212 c, respectively, for mounting of thefront suspension as further described herein. In a like manner, frontsuspension mount 60 includes a lower bracket 214; (FIG. 17 ), having acylindrical cutout 214 a for coupling to tube 120. Bracket 214 alsoincludes sidewalls 214 b providing an aperture at 214 c for mounting asuspension arm as further provided herein. As also shown in FIG. 17 ,front suspension mount 60 includes a bracket 216 having sidewalls 216 a,216 b defining apertures 216 c for mounting a lower control arm of frontsuspension as further described herein. Bracket 216 also includesapertures 216 d (FIG. 23 ) at an underside thereof, as described infurther detail herein. Front suspension mount 60 further includes a topbracket 218 having U-shaped cutouts at 218 a for attachment to frametubes 112, sidewalls 218 b, and apertures 218 c. Brackets 218 provide amounting structure for a front shock absorber as described herein.

With reference now to FIG. 17 , radiator mount section is shown at 62being defined by brackets 220 and having U-shaped cutouts at 220 b to bereceived over frame tubes 112. This positions a top face 220 c ofbracket 220 in a planar relationship with other brackets 220 formounting of a radiator as further described herein.

With reference now FIGS. 11 and 17 , steering mount section 64 will bedescribed in greater detail. As shown, a first bracket 230 is provided,which extends across and is coupled to vertical frame tubes 110. Aplurality of apertures 230 a are provided for coupling a first steeringmechanism as further described herein. With reference now to FIG. 20steering mount section 64 includes a second bracket assembly 234.Bracket assembly 234 includes a first bracket 236 having a cutoutportion at 236 a and a flange 236 b for mounting of the bracket 236 toframe tubes 120. Mounting apertures 236 c are provided on bracket plateportion 238 d for mounting of the steering assembly as further describedherein. Bracket assembly 234 includes a second bracket 238 having aflange 238 a for mounting bracket 238 to the frame tubes 120. Mountingapertures 238 b are provided on bracket plate portion 238 c for mountingof the steering assembly as further described herein. As shown,apertures 236 c are longitudinally aligned with apertures 238 b, forreceiving a fastener therethrough as described herein.

With reference now to FIGS. 11 and 19 , engine mount section 66 will bedescribed in greater detail. As shown best in FIG. 19 , engine mountsection 66 includes a bracket 250 having U-shaped cutouts 250 a foroverlying frame tube 90 a and U-shaped cutouts 250 b for overlying frametube portion 90 c. Bracket 250 includes an internal surface 250 c havinga bracket 252 mounted thereto. Bracket 250 receives fasteners 254therethrough, and fasteners 254 and 256 attach bracket 252 thereto.Bracket 252 includes flanges 252 a for mounting against surface 250 cand for receipt therethrough of fasteners 254. Bracket arms 252 b andsupport plate 252 c are also provided for support of an engine asdescribed further herein. An aperture 252 d allows mounting of theengine to bracket 252 as described in further detail herein.

With reference now to FIGS. 11, 12, 15, and 16 , the controls mount 68will be described in greater detail. As shown in FIGS. 11 and 12 , thecontrols mounts 68 includes a steering control bracket 260 coupled tothe frame 20 defined as a U-shaped channel (FIG. 11 ) having a mountingaperture at 260 a, and a mounting leg at 260 b (FIG. 12 ) providing amounting aperture at 260 c. As shown in FIGS. 15 and 16 , a bracket 270is shown for at least one foot control having apertures at 270 a.

With reference again to FIG. 18 , front differential mount 70 will bedescribed. As shown, a bracket 280 is coupled to a lower edge of bracket212 having mounting apertures 280 a positioned through sidewalls 280 bof bracket 280. Furthermore, bracket 214 includes two plate portions 282attached thereto defining apertures 282 a for attachment to frontdifferential, as described further herein.

With reference still to FIG. 18 , front transfer case mount 72 will bedescribed. As shown, mount 72 includes bracket 290 configured in asubstantially folded and triangular configuration comprising a rear wall290 a, a front wall 290 b, lower wall 290 c, and sidewalls 290 d. Frontwall 290 b includes apertures 290 e. Rear wall 290 a includes mountingapertures 290 f. As also shown in FIG. 18 , brackets 292 are attached toframe tubes 120 and include apertures at 292 a. It should be appreciatedthat apertures 290 e of brackets 72 and apertures 292 e of brackets 292align with each other and that bracket 290 is fixed by way of fastenersthrough apertures 290 e and 292 a.

With reference now to FIG. 21 , front seating support 82 will bedescribed in greater detail. As shown, support 82 includes first bracket300 having parallel plate portions 300 a, 300 b fixedly retained betweenlongitudinal frame tubes 90, 92 and attached at tube portions 90 a, 92a. Bracket 300 includes a front edge portion 300 c having apertures 300d for attachment of seating as described herein.

With reference still to FIG. 21 , front seating support 82 includessecond bracket 302 having parallel plate portions 302 a, 302 b fixedlyretained between longitudinal frame tubes 90, 92 and attached at tubeportions 90 a, 92 a. Bracket 302 includes a top edge portion 302 chaving apertures 302 d for attachment of seating as described herein.

With reference still to FIG. 21 , rear seating support 82 includes firstbracket 304 having parallel plate portions 304 a, 304 b fixedly retainedbetween longitudinal frame tubes 90, 92 and attached at tube portions 90a, 92 b. Bracket 304 includes a top edge portion 304 c having apertures304 d for attachment of seating as described herein.

With reference still to FIG. 21 , rear seating support 82 includessecond bracket 306 having parallel plate portions 306 a, 306 b fixedlyretained between longitudinal frame tubes 90, 92 and attached at tubeportions 90 b, 92 b. Bracket 306 includes a top edge portion 306 chaving apertures 306 d for attachment of seating as described herein.

With reference now to FIGS. 22 and 23 , the frame removable portion 80will be described in greater detail. As shown, the removable portion 80includes a front most portion 310 and a rearward portion 312. As shownbest in FIG. 23 , the front portion 310 includes a skid plate portion320 having a front connector portion 322 having apertures 324. Portion310 includes a mid connector portion 326 having apertures 328. Arearward most connector part 330 has apertures 332. As shown best inFIG. 23 , the front of frame 20 includes a bracket 334 attached to alower portion of frame tubes 118 having threaded apertures 336.

Removable frame portion 312 includes a U-shaped tube 340 having a frontbracket 342 having apertures 344. Brackets 346 are positioned atopposite ends of tube 340 and include mounting apertures at 348.Rearwardly extending tubes 350 extend from tube 340 and include a rearcross tube 352 and mounting brackets 354 having mounting apertures at356. Mounting brackets 360 are coupled to inside surfaces of bracket 250and includes apertures 362. Finally, brackets 366 are mounted to frametubes 90 and include mounting apertures at 368.

Thus as shown best in FIG. 23 , removable frame portion 312 may bepositioned with brackets 346 aligned with brackets 360; and withbrackets 354 aligned with brackets 366. The removable portion 312 may befixed to frame tubes 90 by way of fasteners (not shown) throughapertures 348, 362; and 356, 368. Removable portion 310 may then bepositioned with apertures 324 aligned with apertures 336 in bracket 334;with apertures 328 aligned with apertures 216 d; and with apertures 332aligned with apertures 344 in removable portion 312. Again, fastenersmay be used to hold removable portion 310 in position.

With reference now to FIGS. 24 and 25 , front suspension 370 will bedescribed in greater detail. As shown, front suspension 370 is generallycomprised of a lower control arm 372, upper control arm 374, and shockabsorber 376; where upper and lower control arms 374, 372 are coupled toa wheel spindle 378, which in turn is coupled to wheel hub 380. As shownbest in FIG. 25 , lower control arm 372 is comprised of arm portions 382and 384 having couplers 386 and 388 at respective ends thereof. Couplers386 and 388 include mounting apertures at 386 a and 388 a. Lower controlarm 372 further includes a bracket at 390 having a mounting aperture 390a; and an upper bracket at 392 having a mounting aperture 392 a.

Upper control arm 374 is similar in nature to lower control arm 372including arm portions 402 and 404; couplers 406, 408 and mountingapertures at 406 a and 408 a. A bracket 410 is positioned at an outermost part of control arm 374 and includes apertures at 410 a.

Shock absorber 376 includes a gas shock portion 420 having a gascanister at 422 together with an over spring at 424. Shock 376 includesan upper coupler 430 having an aperture at 430 a and a lower coupler 432having an aperture at 432 a.

Wheel spindle 378 includes an upper coupler at 440 having an aperture at440 a and a lower coupler 442 having an aperture at 442 a.

It should be appreciated that couplers 386, 388 couple with brackets216, 214, respectively, as best shown in FIG. 24 . Fasteners arereceived through apertures 386 a, 216 c; and 388 a, 214 c. It shouldalso be appreciated that upper control arm 374 is coupled to frame 20 bypositioning couplers 408, 406 in brackets 210, 212 and by positioningfasteners through respective apertures 210 c, 408 a; and 212 c, 406 a.Wheel spindle 378 is thereafter coupled to upper and lower control arms374, 372 by way of fasteners through apertures 410 a, 440 a; and 390 a,442 a. Finally, shock absorber is coupled to frame by positioning afastener through apertures 218 c (FIG. 24 ), 430 a, and through 392 a,432 a.

As shown best in FIG. 24 , upper control arm 374 is substantiallynarrower than lower control arm 372. In fact, the linear distancebetween a center of couplers 406-408, is approximately one-half the samedistance between couplers 386-388. Thus, the narrowed width of uppercontrol arm 374 allows shock absorber 376 to be attached to lowercontrol arm 372 rather than upper control arm 374. Also the shock mountbrackets 218 are positioned high in the frame 20. This allows shockabsorber 376 to be substantially longer than shock absorbers on priorvehicles and has an increased shock stroke length. In the embodimentshown, the shock 376 is a 3-inch internal bypass shock available fromFox Shox.

With reference now to FIGS. 26-28 , rear suspension 460 will bedescribed in greater detail. As shown best in FIGS. 27 and 28 , rearsuspension 460 generally includes rear trailing arms 462, shockabsorbers 464, and rear alignment arms 468 coupled to rear axle 12. Asshown in FIG. 28 , trailing arms 462 include elongate arm portions 480having a front coupler 482 and rear coupler 484. Trailing arm 462further includes a funnel-shaped receiving area 486 having an internalconnecting point 490 (FIG. 27 ).

Shock absorbers 464 are similar to front shock absorbers and include agas shock portion 500 having an upper coupler 502 with mounting aperture502 a, and a lower coupler 504 having a mounting aperture 504 a. Shock464 further includes a gas canister 506 and an overspring at 508.

Rear axle 12 includes a first set of brackets 510 having mountingapertures 510 a and a second set of brackets 512 having mountingapertures at 512 a. Rear control arms 468 include front couplers 520 andrear couplers 522.

With reference now to FIG. 28A, the front coupler and rear couplers 482,484 will be described in greater detail. Front coupler 482 is comprisedof a ball joint portion 530 which is profiled for receipt within a ballrace 532, where the race 532 includes an interior spherical surface 534matching a spherical profile of ball 530. Front coupler 482 furtherincludes a mounting insert 540 having a cylindrical surface 542receivable within aperture 544 of ball 530. Inserts 540 includeapertures 546. Rear coupler 484 is substantially similar to frontcouplers 482.

With reference now to FIG. 28B, the front coupler and rear couplers 520,522 will be described in greater detail. Coupler 520 is comprised of aball joint portion 550 which is profiled for receipt within a ball race552, where the race 552 includes an interior spherical surface 554matching a spherical profile of ball 550. In this case, race 552 isprofiled like a tie rod having a threaded end 556, so as to allow theoverall length of the rear alignment arm to be adjustable. Coupler 520further includes a mounting insert 560 having a cylindrical surface 562receivable within aperture 564 of ball 550. Inserts 560 includeapertures 566.

Thus, it should be appreciated that trailing arms 462 may be attached toframe 20 by way of connection of ball joints 482 with couplers 88 and byway of couplers 484 with brackets 510. Alternatively, trailing arms 462may be attached to frame 20 with polymeric bushings. Rear alignment arms468 are also attached to frame 20 by way of couplers 520 attached tobrackets 89 (FIG. 27 ) and with couplers 522 coupled to brackets 512 onaxle 12. Top coupler 502 of shock absorber 500 is then attached tobracket 86 on frame 20 (FIG. 27 ) and lower couplers 504 of shockabsorber 464 is connected to connection point 490 (FIG. 27 ) of trailingarms 462. In the embodiment shown, the shock 376 is a 3-inch internalbypass shock available from Fox Shox.

Referring to FIGS. 29 and 30 , frame 20 further supports a drivetrainassembly 600, a cooling assembly 630, a steering assembly 650, and abrake assembly 700. Drivetrain assembly 600 is generally positioned atthe centerline of vehicle 2 along a longitudinal axis L and extends fromfront section 52 to rear section 56. Drivetrain assembly 600illustratively includes a transmission 602, an engine 604, a frontdifferential 606, a rear differential 608, a front drive shaft 610, arear drive shaft 612, a front transfer case 614, and a rear transfercase 616. Drivetrain assembly 600 also may include a turbochargeroperably coupled to engine 604. In operation, engine 604 is operablycoupled to transmission 602 at interface 1000 in order to drive frontwheels 6 via front drive shaft 610 and rear wheels 10 via rear driveshaft 612.

Illustrative transmission 602 is rearward of engine 602 at interface1000. Transmission 602 is positioned at midsection 54 of frame 20between front seats 44 of operator area 30 and may be coupled to across-member 590 (FIG. 6 ). Cross-member 590 may be coupled to frame 20and transmission 602 with conventional fasteners (not shown), such asbolts, welds, and/or rivets. Illustratively, cross-member 590 isremovable in order to facilitate assembly of transmission 602 with frame20. Transmission 602 may be an automatic transmission or, alternatively,may be another type of transmission, for example a sequentialtransmission having a manual shift lever, an electric shift lever, orpaddle levers.

Engine 604 is operably coupled to transmission 602 forward of interface1000 and is a front-mid engine, i.e., engine 604 is supported betweenfront section 52 and midsection 54 of frame 20. As shown in FIG. 29 ,engine 602 is positioned within operator area 30 and extends upwardlyfrom the footwell area for the operator and passenger. Additionally,engine 602 is forward of steering wheel 36 and rearward of frontsuspension 370 and front axle 8, thereby allowing sufficient space forfront suspension 370, a portion of steering assembly 650, and othercomponents of vehicle 2, as is detailed further herein.

Brackets 252 support engine 604 on frame 20 at engine mount section 66.As shown in FIG. 19 , engine 604 is supported on support plate 252 c ofbracket 252 through conventional coupling means, such as bolts, welds,or rivets. For example, a bolt (not shown) may be received throughaperture 252 d of support plate 252 c in order to couple engine 604 toframe 20. Rubber bushings (not shown) also may be used to mount engine604 to engine mount section 66.

Engine 604 is positioned between frame tubes 104 and removable section80 (FIG. 6 ). Removable section 80 supports engine 604 at engine mountsection 66, however, section 80 may be removed in order to installengine 604 through the bottom of frame 20, rather than from above frame20. The position of engine 604 may be adjusted to accommodate variouscargo loads and uniformly distribute the weight of vehicle 2. Engine 604contributes to the weight load near the front of vehicle 2 such that theweight distribution of vehicle 2 may be biased towards the front.However, by positioning engine 604 in a front-mid position, the cargospace at the rear of vehicle 2 is increased, which contributes to auniform weight distribution for vehicle 2.

Engine 604 also is assembled with an air intake assembly, including anairbox 624, in order to operate engine 604. Airbox 624 is illustrativelysupported by front section 52 of frame 20 along a passenger side ofvehicle 2.

As shown in FIG. 30 , engine 604 is operably coupled to reardifferential 608 through transmission 602 and rear drive shaft 612. Reardifferential 608 is supported on rear axle 470 and drive rear wheels 10according to an output from transmission 602. Rear drive shaft 612generally extends in the direction of longitudinal axis L of vehicle 2(see FIG. 6 ). Also, as best shown in FIG. 29 , rear drive shaft 612extends at a generally downward angle toward rear differential 608, suchthat a front portion 612 a of rear drive shaft 612 is elevated relativea rear portion 612 b of rear drive shaft 612.

Referring to FIG. 30 , rear transfer case 616 is operably coupled tofront portion 612 a of rear drive shaft 612 and transmission 602. Inparticular, rear transfer case 616 is positioned intermediatetransmission 602 and rear drive shaft 612 and operably couples reardrive shaft 612 to front drive shaft 610. Rear transfer case 616 allowsfront drive shaft 610 to be off-center, i.e., laterally spaced apartfrom longitudinal axis L of vehicle 2 and rear drive shaft 612. Reardrive shaft 612 is perpendicular to an inner end 616 a of rear transfercase 616, and front drive shaft 610 is perpendicular to an outer end 616b of rear transfer case 616. Illustrative vehicle 2 may be configuredfor four-wheel drive operation and, as such, rear transfer case 616allows output from transmission 602 to drive both front and rear driveshafts 610, 612, as is detailed further herein.

Front drive shaft 610 extends between rear transfer case 616 and fronttransfer case 614. Front transfer case 614 includes an input shaft 618for engaging front drive shaft 610. Input shaft 618 may be splined toengage with front drive shaft 610. Illustratively, as shown in FIGS. 6and 30 , front drive shaft 610 is positioned below the operator seat,rather than along longitudinal axis L. In other words, front drive shaft610 is off-center.

Referring to FIGS. 31-33 , front transfer case 614 is supported on frontsection 52 of frame 20 by front transfer case mount 72 and is positionedintermediate engine 604 and front differential 606. Front transfer case614 is generally perpendicular to front drive shaft 610, frontdifferential 606, and longitudinal axis L of vehicle 2. Front transfercase 614 includes an outer end 614 a and an inner end 614 b. Outer end614 a extends laterally outward in a generally perpendicular directionfrom longitudinal axis L of vehicle 2 and, more particularly, extendstoward an operator side of vehicle 2 in order to engage input shaft 618with front drive shaft 610. Inner end 614 b is positioned alonglongitudinal axis L in order to engage with front differential 606,which also is positioned along longitudinal axis L. As such, fronttransfer case 614 transfers power from front drive shaft 610 to frontdifferential 606 in order to drive front wheels 6.

Front transfer case 614 is coupled to rear wall 290 a of bracket 290with conventional fasteners (not shown), which are received throughapertures 290 f. Additionally, front transfer case 614 is coupled to abracket 294, and in particular to a front wall 294 a of bracket 294,with conventional fasteners (not shown), which are received throughapertures 296. Front transfer case 614 extends downwardly from frontsection 52 of frame 20 and is generally suspended from brackets 290,294.

Front differential 606 is positioned forward of front transfer case 614and is coupled to front section 52 of frame 20 by front differentialmount 70. Portion 310 also may support front differential 606 and may beremoved from frame 20 when drivetrain assembly 600 is assembled withframe 20. As shown in FIG. 33 , an upper mounting portion 622 of frontdifferential 606 is coupled to brackets 212, 280 with conventionalfasteners (not shown). A lower mounting portion 620 of frontdifferential 606 is coupled to an inner surface of plate portion 282 oflower brackets 214 with conventional fasteners (not shown), which arereceived through apertures 282 a. Additionally, an outer portion ofplate portion 282 is coupled with lower control arms 372 of frontsuspension 370, thereby maximizing the coupling surfaces of lowerbrackets 214.

Front differential 606 generally extends along longitudinal axis L ofvehicle 2. As such, front differential 606 is aligned with inner end 614b of front transfer case 614, rather than outer end 614 a of fronttransfer case 614. As shown best in FIG. 30 , front differential 606 isnot aligned with front drive shaft 610. Front differential 606 isoperably coupled to front drive shaft 610 via front transfer case 614.In addition to driving front wheels 6, front differential 606 may assistwith suspension travel of front suspension 370 and increase stabilityand control of the movement of wheel 6.

As detailed above, lower brackets 214 are coupled to both frontdifferential 606 and lower control arms 372 of front suspension 370.Front differential extends below lower brackets 214 and, as such,extends below a generally horizontal plane defined by lower control arms372. In general, front suspension 370 is positioned around frontdifferential 606 such that front suspension 370 defines an envelope 628for supporting various components of vehicle 2 on frame 20. Frontdifferential 606 is positioned within an opening defined by lowercontrol arms 372 (see FIG. 6 ). Portion 310 may be positioned belowfront differential 606 in order to cover and protect front differential606.

Front and rear differentials 606, 608 may be selectively lockingdifferentials configured for at least approximately 7,000 lb-ft oftorque. Illustratively, front differential 606 is a locking differentialavailable from The Hilliard Corporation of Elmira, N.Y. Additionally,rear differential 608 also may be a locking differential available fromThe Hilliard Corporation of Elmira, N.Y. The configuration of frame 20and differential mount 70 allows other types of front differentials tobe used for vehicle 2, such as positive traction differentials,limited-slip differentials, open differentials, automatic torque biasingdifferentials, high-friction differentials, and other embodimentsthereof. Because vehicle 2 is able to support various types ofdifferentials, drivetrain assembly 600 may be selectively customized tooperator needs and preferences. Other components of drivetrain assembly600 also may be interchanged to allow for additional customization ofvehicle 2.

During operation of drivetrain assembly 600 in two-wheel drive mode,engine 604 and transmission 602 operate according to user inputs, suchas a user input on first foot pedal 38. The output from transmission 602is transmitted to rear drive shaft 612 in order to operate reardifferential 608 and drive rear wheels 10. Rear drive shaft 612 alsodrives front drive shaft 610. Alternatively, when four-wheel drive modeis selected by the user from operator controls 34, the output oftransmission 602 is transmitted to both front and rear drive shafts 610,612 via rear transfer case 616. As such, both front and rear driveshafts 610, 612 drive the operation of the respective front and reardifferentials 606, 608 and front and rear wheels 6, 10. Front transfercase 614 is engaged in order to operably align the output from frontdrive shaft 610 with the input of front differential 606. Vehicle 2 maybe configured with selective drive modes, such as all-wheel drive,two-wheel drive, four-wheel drive, and others. Alternatively, vehicle 2may automatically change the drive mode or may continuously operate inone particular mode.

Frame 20 also supports a cooling assembly 630 to control the temperatureof engine 604. Cooling assembly 630 also may control the temperature ofother components of vehicle 2. As shown in FIGS. 29 and 34 , coolingassembly 630 includes a first heat exchanger, illustratively a radiator632, a second heat exchanger, illustratively an intercooler 634 for theturbocharger, an air conditioning condenser 642 of the HVAC system, acooling assembly frame 636 having side panels 638 and 640, and at leastone fan (not shown). In one embodiment, cooling assembly 630 includestwo fans in a side-by-side arrangement, i.e., both fans are adjacent therear surface of radiator 632. Illustrative air conditioning condenser642 is intermediate turbocharger intercooler 634 and radiator 632, andmore particularly, is positioned rearward of turbocharger intercooler634 and forward of radiator 632.

Cooling assembly frame 636 supports radiator 632, turbochargerintercooler 634, air conditioning condenser 642, and the fans on frontsection 52 of frame 20. In particular, as shown in FIG. 34 , side panels638, 640 of frame 636 couple with top face 220 c of brackets 220.Conventional fasteners (not shown) extend through apertures in sidepanels 638, 640 and apertures 220 d of bracket 220 in order to supportcooling assembly 630 on frame 20. Frame 636 may be configured as ashroud generally surrounding radiator 632.

Referring to FIG. 29 , cooling assembly 630 is coupled to the topsurface of frame tubes 112. In particular, an uppermost portion of frame636 is a vertical distance D from the ground and is positioned aboveengine 604. Illustratively, distance D may be approximately 45-55 inchesfrom the ground, and more particularly, may be approximately 51.5 inchesfrom the ground. Despite being positioned above front section 52 offrame 20, cooling assembly 630 is positioned below a line of sight S ofthe operator and passenger and, therefore, does not cause the hood ofvehicle body 22 to interfere with line of sight S.

Also, because cooling assembly 630 is coupled to the top of frame tubes112, cooling assembly 630 is angled relative to longitudinal axis L. Assuch, the approach angle of the air flowing into cooling assembly 630may be approximately 35 degrees. Cooling assembly 630 is positioned toreceive sufficient air flow to control the temperature of engine 604.Alternatively, cooling assembly 630 also may be angled such that theapproach angle of the air is less than approximately 35 degrees, or maybe between approximately 35 degrees and 90 degrees. Other embodiments ofcooling assembly 630 may include ducting or a baffle assembly to furthercontrol the approach angle and the air flow through turbochargerintercooler 642, air conditioning condenser 634, and radiator 632.

As is apparent from FIG. 29 , cooling assembly 630 is positioned forwardof, and generally above, front suspension 370. As such, cooling assembly630 does not interfere with the suspension travel, and in particular thedisplacement of shock absorber 376. Additionally, cooling assembly ispositioned generally forward of steering assembly 650 and extends aboveenvelope 628. Cooling lines and tubes (not shown) may extend intoenvelope 628 at front section 52.

Air flowing into cooling assembly 630 and across radiator 632 isexhausted from cooling assembly 630 by the fans. The air from coolingassembly 630 may be directed towards the wheel well area in order toexit vehicle 2.

Referring now to FIGS. 35-38 , steering assembly 650 extends betweenfront section 52 and midsection 54 of frame 20. At least a portion ofsteering assembly 650 is positioned below cooling assembly 630, and atleast a portion of steering assembly 650 is rearward of cooling assembly630. Steering assembly 650 includes an operator control, illustrativelya steering wheel 36, a steering column 652, a steering shaft 654, asteering transfer case 658 having an outer end 658 a and an inner end658 b, a power assist unit, illustratively an electric power steeringunit 662, a gearbox assembly 666, tie rods 668, and knuckles 290.Referring to FIG. 35 , steering wheel 36 is operably coupled to steeringcolumn 652. Steering column 652 is rotatably coupled to steering shaft654 via a joint 672, illustratively a U-joint. A torque sensor may bepositioned within a housing 670 near a joint 672. Steering shaft 654 iscoupled to steering transfer case 658 via a joint 656, illustratively aU-joint, in order to transfer the output of steering shaft 654 to powersteering unit 662. Power steering unit 662 is operably coupled totransfer case 658 via a joint 660, and is operably coupled to gearboxassembly 666 via a joint 664. Joints 660 and 664 are illustrativelyU-joints. Gearbox assembly 666 is positioned forward of power steeringunit 662 and is operably coupled to tie rods 668 in order to move frontwheels 6.

Steering assembly 650 is supported by both front section 52 andmidsection 54 of frame 20. Referring to FIGS. 37 and 38 , steeringcolumn 652 extends along channel 260. Steering shaft 654 is angledinwardly and downwardly from steering column 652 toward steeringtransfer case 658. Steering shaft 654 and transfer case 658 arepositioned rearward of front suspension 370 and are elevated relative tolower and upper control arms 372, 374 of front suspension.

As shown best in FIG. 38 , steering transfer case 658 is coupled tobracket 230 of steering mount 64 at front section 52 of frame 20. Bothbracket 230 and steering transfer case 658 may be positioned rearward ofshock absorbers 376 of front suspension 370 (see FIG. 29 ). Joint 660extends through one of apertures 231 on bracket 230 in order to couplewith power steering unit 662, which is centrally positioned on frontsection 52. Inner end 658 b of transfer case 658 is coupled to powersteering unit 662 at approximately the vehicle centerline. However,outer end 658 a extends laterally outward from the vehicle centerlinebecause steering wheel 36, steering column 652, and steering shaft 654are off-center from the vehicle centerline, i.e., laterally spaced apartfrom the centerline. As such, transfer case 658 operably couplessteering shaft 654 to power steering unit 662 by routing the output ofsteering shaft 654 inwardly toward longitudinal axis L in order to alignwith the input of power steering unit 662. In particular, steeringtransfer case 658 may be a chaincase, a combination of gears, or anyother type of device to transmit the output from steering shaft 654 topower steering unit 662.

As shown in FIGS. 29 and 36-38 , power steering unit 662 is positionedwithin envelope 628 defined by front section 52 and front suspension370. A lower portion of power steering unit 662 is generally positionedbetween upper control arms 374 of front suspension 370. An upper portionof power steering unit 662 extends upwardly such that the upper portionof power steering unit 662 is elevated relative to lower and uppercontrol arms 372, 374. Additionally, as shown in FIG. 29 , powersteering unit 662 may be positioned forward of shock absorbers 376.While power steering unit 662 is illustratively shown as an electricpower steering unit but also may be a hydraulic power steering unit orother device that assists steering assembly 650.

Gearbox assembly 666 is positioned within envelope 628 and is forward ofpower steering unit 662 and shock absorbers 376. In particular, gearboxassembly 666 is generally positioned between upper control arms 374,thereby leaving an open area between lower control arms 372 and belowgearbox assembly 666 for front differential 606. Gearbox assembly 666also is positioned along the vehicle centerline such that the output ofpower steering unit 662 is directly aligned with the input of gearboxassembly 666. Gearbox assembly 666 may be a rack and pinion assembly ormay be other assemblies for controlling the movement of tie rods 668 andfront wheels 6.

Tie rods 668 extend between gearbox assembly 666 and knuckles 290 athubs 380 in order to control the movement of front wheels 6. Because tierods 668 are positioned near the centerline of vehicle 2, the length oftie rods 668 may be increased to approximately 21 inches. As shown inFIGS. 36-38 , tie rods 668 are positioned between lower and uppercontrol arms 372, 374 of front suspension 370.

As shown in FIGS. 35 and 38 , a tilt adjuster 674 is coupled to steeringwheel 36 in order to adjust the position of steering wheel 36. Tiltadjuster 674 includes an inner rod 674 a that telescopes within an outerportion 674 b. An operator may activate a lever 676 to move inner rod674 a relative to outer portion 674 b. Tilt adjuster 674 is coupled tosteering wheel 36 via a bracket 680 attached to steering column 652.Fasteners, such as bolts 682, secure inner rod 674 a of tilt adjuster674 to bracket 680. Additionally, fasteners, such as bolts 678, coupleouter portion 674 b of tilt adjuster 674 to mounting leg 260 b ofcontrols mount 68.

The position of steering assembly 650 may increase suspension travel offront suspension 370. For example, by bringing the output from steeringshaft 654 to the centerline of vehicle 2, i.e., aligning the output withlongitudinal axis L, steering transfer case 658 may increase suspensiontravel. Additionally, by positioning at least gearbox assembly 666,power steering unit 662, and a portion of transfer case 658 along thecenterline of the vehicle, the travel of front suspension 370 may beincreased. Also, the length of tie rods 668 may be increased which maycontribute increased suspension travel.

Steering assembly 650 also cooperates with front suspension 370 in orderto minimize the turning radius of vehicle 2 by maximizing the steeringangle. Lower control arms 372 and/or upper control arms 374 of frontsuspension 370 may include a “stop” to prevent front wheels 6 fromoverturning in a particular direction and damaging front wheels 6, frontsuspension 370, and/or steering assembly 650. The “stops” are positionedto prevent wheels 6 from contacting other components of vehicle 2 whensteering assembly 650 is at full lock and front suspension 370 is atfull jounce or rebound.

An alternative embodiment of steering assembly 650 may be a“drive-by-wire” arrangement, which may eliminate steering componentssuch as steering column 652 and steering shaft 654 from steeringassembly 650. Drive-by-wire steering assemblies operate through anelectronic control system, thereby eliminating at least a portion of themechanical components and connections between steering wheel 36 andfront wheels 6. Additionally, drive-by-wire steering embodiments mayallow vehicle 2 to be operated and controlled remotely. An exemplarydrive-by-wire arrangement is electronic throttle control.

Referring to FIGS. 39-41 , brake assembly 700 is disclosed. Brakeassembly 700 includes a master cylinder 702, a brake booster 704, alinkage assembly 724, a lever arm 722, and brake pedal 40. Brakeassembly 700 is positioned above channel 260 for steering assembly 650and is coupled to frame 20, as shown in FIG. 41 . Additionally, brakeassembly 700 is housed within a dashboard 595 of operator area 30 (FIGS.1-3 ). A portion of brake assembly 700, such as lever arm 722 and pedal40, extend below dashboard 595 and into operator cab 30 to provideaccess thereto for the operator. By housing brake assembly 700 withinand under dashboard 595, front section 52 of frame 20 has additionalspace for other components of vehicle 2, such as front wheels 6, frontsuspension 370, and steering assembly 650.

As is apparent from FIGS. 39-41 , master cylinder 702 extends laterallyfrom brake booster 704. In particular, master cylinder 702 extendsinwardly toward the centerline of vehicle 2. As such, master cylinder702 does not extend in a forward direction from brake booster 704, butrather, is turned 90 degrees in order to extend laterally.Illustratively, master cylinder 702 is generally perpendicular to thecenterline of vehicle 2. By positioning master cylinder 702 to the sideof brake booster 704, rather than forward of booster 704, front section52 of frame 20 has additional space for supporting additional componentsof vehicle 2. Master cylinder 702 is coupled to ports 720 with hoses(not shown) to allow fluid, for example hydraulic fluid, to flow to andfrom master cylinder 702 during operation of brake assembly 700.

Brake booster 704 is positioned intermediate master cylinder 702 andlinkage assembly 724 and is operably coupled to both master cylinder 702and linkage assembly 724. As shown in FIG. 39 , brake booster is coupledto bracket 706 with conventional fasteners (not shown) that extendthrough apertures 716. Brake booster 704 includes an input shaft 728,which extends through an opening 750 of bracket 706, and is operablycoupled to linkage assembly 724. A braking force is transmitted from theoperator to brake booster 704 via linkage assembly 724 and input shaft728. To facilitate deceleration and stopping of vehicle 2, brake booster704 receives an input braking force from input shaft 728 and increasesthe braking force transmitted from master cylinder 702 to the brakecalipers at wheels 6, 10.

Bracket 706 is coupled to frame 20 via extensions 708, 710, 744. Asshown in FIGS. 39-41 , extension 708 includes an aperture 714 a, whichreceives a conventional fastener, for example a bolt, for couplingbracket 706 to frame 20. Similarly, extension 710 may include anaperture (not shown) for a conventional fastener in order to furthersecure bracket 706 to frame 20. Extension 744 includes an aperture 718which secures bracket 706 to frame 20. Extensions 708, 710, 744 may beseparate from bracket 706 and coupled thereto with fasteners, which arereceived through apertures, for example an aperture 714 b on extension708. Alternatively, extensions 708, 710, 744 may be integrally formedwith bracket 706.

Bracket 706 also houses linkage assembly 724, which includes a firstlink 730, a second link 734, a pivot plate 746, and a support member726. Support member 726 may be coupled to extensions 708, 710 withconventional fasteners (not shown). For example, as shown in FIG. 39 , aconventional fastener may be received through aperture 712 on extension708 in order to couple bracket 706 to support member 726.

Pivot plate 746 is pivotably coupled to support member 726. Pivot plate746 also includes an aperture 732 for coupling with first link 730, andan aperture 736 for coupling with second link 734. In particular, firstlink 730 is positioned below pivot plate 746 and is coupled to inputshaft 728 of brake booster 704. Additionally, second link 734 ispositioned below pivot plate 746 and is coupled to lever arm 722 throughfastener 738. As such, pivot plate 746 moves relative to support member726 in response to pivotal motion from first link 730 and second link734. As is detailed further herein and shown best in FIG. 39 , firstlink 730 moves along a line 752 in a generally lateral motion and secondlink 734 moves along a line 754 in a generally fore and aft motion.Therefore, pivot plate 746 facilitates motion in at least twoperpendicular directions.

Second link 734 is coupled to lever arm 722 through fastener 738. Leverarm 722 extends below bracket 706 and under dashboard 595 (FIGS. 1-3 )and is coupled to brake pedal 40. Lever arm 722 has as curved or bentshape which allows lever arm 722 to extend below bracket 706 anddashboard 595.

In operation, when the operator depresses pedal 40, movement in leverarm 722 is transmitted to second link 734. Second link moves along line754, which causes pivot plate 746 to rotate relative to support member726. The rotational movement of pivot plate 746 causes first link 730 tomove along line 752, which is generally perpendicular to line 754. Themovement of first link 730 moves input shaft 728 relative to brakebooster 704. Input shaft 728 engages brake booster 704 in order increasethe braking force from master cylinder 702. Through ports 720, mastercylinder 702 transmits a braking force to the brake calipers to slow therolling movement of front wheels 6 and rear wheels 10.

Similar to steering assembly 650, an alternative embodiment of brakeassembly 700 also may be operated electronically by wires, therebyeliminating various mechanical components and connections. Abrake-by-wire arrangement also may allow vehicle 2 to be operated andcontrolled remotely.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

What is claimed is:
 1. A utility vehicle, comprising: a frame extendingalong a centerline of the utility vehicle and having a front section, amidsection, and a rear section, the frame defining a cab rearward of thefront section; a plurality of ground engaging members operably coupledto the frame; an engine supported by the frame along the centerline; adrive shaft spaced apart from the engine; a transfer case operablycoupled to the drive shaft and supported by the front section of theframe; and a front differential operably coupled to the transfer caseand supported by the frame, the differential being positioned along thecenterline.
 2. The utility vehicle of claim 1, wherein the drive shaftis a front drive shaft including a rear end positioned rearward of theengine and a front end positioned forward of the engine.
 3. The utilityvehicle of claim 2, further comprising: a transmission operably coupledto the engine; a rear drive shaft operably coupled to the transmissionand spaced apart from the front drive shaft; and a rear differentialoperably coupled to the rear drive shaft and extending along thecenterline of the utility vehicle.
 4. The utility vehicle of claim 3,further comprising a rear transfer case operably coupled to thetransmission, the rear drive shaft, and the front drive shaft.
 5. Theutility vehicle of claim 1, wherein an inner end of the transfer case ispositioned at the centerline of the utility vehicle and an outer end ofthe transfer case extends laterally outward from the centerline towardthe front end of the drive shaft.
 6. The utility vehicle of claim 1,wherein the transfer case transmits an output from the drive shaft to aninput of the front differential.
 7. The utility vehicle of claim 1,wherein the frame is configured to support more than one type of thefront differential.
 8. The utility vehicle of claim 1, wherein the frontdifferential is configured for approximately 7,000 lb-ft of torque.
 9. Autility vehicle, comprising: a frame extending along a centerline of theutility vehicle; a plurality of ground engaging members operably coupledto the frame; a front suspension assembly operably coupled to a portionof the plurality of ground engaging members; and a drivetrain assemblysupported by the frame and including: an engine supported by the frame;a drive shaft off-center from the centerline, the drive shaft having aninput end operably coupled to the engine and an output end; adifferential positioned along the centerline and having an input endoperably coupled to the drive shaft and an output end operably coupledto the ground engaging members; and a transfer case operably coupled tothe differential, the transfer case and the differential beingpositioned within an envelope of the front suspension assembly.
 10. Theutility vehicle of claim 9, wherein the engine is positioned along thecenterline and the drive shaft is positioned laterally outward from aside of the engine.
 11. The utility vehicle of claim 9, wherein thetransfer case is supported at a front portion of the frame and extendsoutward from the centerline toward the drive shaft.
 12. The utilityvehicle of claim 9, wherein the differential extends below a lower planeof the envelope of the front suspension assembly.
 13. The utilityvehicle of claim 9, wherein the frame includes a frame member coupled toa suspension mount for supporting the front suspension assembly and atransfer case mount for supporting the transfer case.
 14. The utilityvehicle of claim 13, wherein the transfer case extends laterally outwardbeyond the suspension mount.
 15. The utility vehicle of claim 9, whereinthe front suspension assembly includes at least a first control arm anda shock absorber, and at least a portion of the shock absorber islongitudinally forward of the transfer case.
 16. The utility vehicle ofclaim 15, wherein the shock absorber is longitudinally intermediate thedifferential and the transfer case.
 17. The utility vehicle of claim 15,wherein the first control arm includes a front leg and a rear leg, andthe differential and the transfer case are positioned longitudinallyintermediate the front and rear legs.
 18. The utility vehicle of claim15, wherein the front suspension further includes a second control arm,and the second control arm is longitudinally forward of the transfercase.
 19. The utility vehicle of claim 18, wherein the second control islongitudinally forward of at least a portion of the differential.
 20. Autility vehicle, comprising: a frame extending along a centerline of theutility vehicle and having a front section, a midsection, and a rearsection, the frame defining a cab rearward of the front section; aplurality of ground engaging members operably coupled to the frame; afront suspension assembly operably coupled to a portion of the groundengaging members; a steering assembly operable coupled to the portion ofthe ground engaging members and comprising at least a steering arm; anengine supported by the frame along the centerline at a positiongenerally forward of the rear section; a drive shaft spaced apart fromthe engine; a transfer case operably coupled to the drive shaft andsupported by the front section of the frame; and a front differentialoperably coupled to the transfer case and supported by the frame, thedifferential being positioned along the centerline, wherein the steeringarm is positioned forward of the front differential.
 21. The utilityvehicle of claim 20, wherein the steering assembly further comprises apower steering unit, and the power steering unit is positioned within anenvelope of the front suspension assembly.
 22. The utility vehicle ofclaim 21, wherein the front suspension assembly includes lower controlarms, upper control arms, and shock absorbers, and the power steeringunit is positioned generally along the centerline and verticallyintermediate the upper and lower control arms.
 23. The utility vehicleof claim 22, wherein the power steering unit and the front differentialare positioned forward of the shock absorbers.
 24. The utility vehicleof claim 22, wherein the steering assembly further comprises a gearbox,and the gearbox and the power steering unit are positioned forward ofthe shock absorbers.
 25. The utility vehicle of claim 22, wherein eachof the lower control arms includes a front leg and a rear leg, and thedifferential and the transfer case are positioned longitudinallyintermediate the front and rear legs.